Anticreeper for railroad-rails.



D. L. VAUGHAN.

ANTIGREEPER FOR RAILROAD RAILS.

APPLICATION FILED AUG 12, 1911.

Patented Mar. 26. 1912.

UNITED STATES PATENT err r ce;

DAVID L. VAUGHAN, OF RIVERTON. NEW JERSEY;

ANTICREEPER FOR RAILROAD-RAILS.

Specification of Letters Patent. Patented lVIal', 26,191 L A plication filed August 12, 1911. Serial No. 843,671

necting them may be formed of a single piece of spring metal he bar exerting pres sure in a direction lengthwise of the rail and causing the jaws to grip the rail therebetweenrand the anticreeper having a part arranged to engage a cross tie or other stationary part of the road bed.

A further objectof the invention is to construct andv arrange the parts so that the pressure of the spring bar, forcing the jaws against the rail against which it is desired to prevent the.

will be in the direction rail .'rom creeping, whereby the force tending to cause the rail to creep will cause the jaws to increasetheir gripping action upon the rail.

A further object of the invention isto construct the parts so that the maximum strength maybe provided for a given qua'ntity-ofmetal forming the anticreeper.

. A further object of the invention is to provide a. means't'o prevent the bar from tilting when in action. v

Ajfurther object of the invention is to construct the bar and'jaws in one piece and arrange the parts so that thejaw-s may-ex tend over the top of a railroad rail base and tha't th'e jaws may be engaged with and disengaged from the edges of arail base to pere .antio'reeper to be applied to or re moved from the rail from 'a positionbeneath the-rail base-:,"and a further objectof the in vention isto-constrpct the parts so that the entire anticreeper, engaging the stationary part of the road bed andthe part for preventing the barfrom tilting may be constructed 961 a single iece'of metal and from a blank bent into the desired form. g

including the part for The precise nature of the invention the novel. characteristics thereof will the, hereinafter i'ully described and particularly: pointed out in the claims. I

In the accompanying drawings, illustrate: lngmy invention: Figure 1 1s a plan vlew of a portion of a cross-tie and th-e railroad" rail thereon provided with my improved anticreeper Fig. 2 is a side elevation there of. Fig. 8 1s a vertical section,..on line 3-3.=

of Fig. 2. Fig. At is a diagrammatic view; showing by full. lines, the condition of anticreeper when detached from the rail, and showing,

are sprung while being applied to mi- L base, the lateral edge of the rail base being indicated by double-dot-and-dash (lines. I Fig. 5

is a transverse,

construction of thebar and tie engaging part.' Fig. 6 1s a vertical section, on line (5-4? of Fig. 5.

2 designates a portion of cross tie and 75 a railroad rail ofwell known construction including the base 5. The cross tie 2 forms a stationary part of the road bed which? supports the rail 4 and over which the jr'a'il tendsto creep, under the well known condi- B0 tions.

My improved rail4 adjacent the cross tie.2, and is'of the following construction. Extending t an versely beneath the rail 4: is a spring-fmetaliili bar 7, the ends of which extend i plane of the bottom of the rail 4; jaws 8 and 9 which embrace the ra The jaw-8 is provided wit-h an in e 10 adapted base 5, and the jaw 9 is provided withan in-fj her face 11 adapted to engage the other 'side" of the rail base. The jaw 8 is provided with a projection '12 extending over one side the rail base 5 and forwardly from a p" tion above the bar 7 ,and' the jaw 9 .is 1'ii vided with a projection-13extending oi the other side 'of therail" base 5'a'1i wardly from a' position above the liar- 7.

lVhen herein Is'pesik .of forwardly,

mean in' t-h direction, indicated by thet rows in the drawings; against. which if it? by dot-and-dash lines: themesition into which the parts of the anticreeperi.

vertical section? 7a through thespring bar showing a modified anticree'per is applied .to

e t e to engage one side of-the rai 30 desired to prevent the rail From creeping, and when herein I saealr of rcarwardly,

mean. in the reverse irection. i he spring metal. bar 7 r is bowed or on ved, asshown, so that the ends thereof extend forwardly from the central portion thereof and, in the normal position o'l' the bar-7, when removed from the rail 4 and as shown by full lines in Fig. 4, the distance between the rail-engaging faces 10 and 11 is less than the width of the rail base 5 so that when the faces 9 and l]. are el'igaged with the sides of the rail, shown in Fig.

' 3, the ends of the bar 7 are sprung rearwardly from the normal position, shown in Fig. '4, and, therefore, the tendency of the bar 7 to assume the normal position from which it was" sprung will force the jaws 8 and 9 forwardly and toward each other, thereb forcing the faces 10 and 11 against the si es of the rail base 5 and clamp it be tween the jaws 8 and 9.

In applying the jaws 8 and 9 to the edges of the rail base 5, the ends of the bar 7 are sprung rearwardly until the bar assumes the straight condition, shown by dot-anddash lines in Fig. 4. In this position of the parts, the distance between the face 10 of i the jaw 8 and the inner face of the projecttion 13 of the jaw 9 is greater than the width of the rail base 5. 'After the parts have been sprung into the dot-and-dash li'ne posit-ion, the jaw 8 is hooked over one edge of the rail base 5 and the bar 7 is raised beneath the rail until the projection 18 of the jaw 9 is above 1 tion shown in Fig. 3, intermediate the full line and the dot-and-dash line positions shown inFig. 4. The central portion of the bar 7 isprovidcd with a forwardly extend- ,ing arm 14; having on its forward end a downwardlyextending part or abutment 15 arranged adjacent and adapted to engage the'cross t-ie' '2. The bar 7 is also provided with rear wardly' extending projections 16 arrangedadjaceht the bottom of the rail 4' and edit d' to engage the same and prevent thebar r01 1.lockingrearwardly when the 9 are engaged with the sides of the rail base.

) -4t,atteinpt :to s eep forwardlyor in the direction. of thc arrows, "over the cross tie 2, the" i the anticreeper is applied to the grad, as.-shown in Figs. 1, 2 and 3, and as 9 hcreinbefore described, the jaws 8 and 9 are maintained {in spaced relation to'the cross tie 2 by the parts il l, andlfi, Should the rail forward movement of the central portion of the bar 7 will be prevented by the parts 14 and 15 and stationary cross tie 2, and the rail 4, in creeping forwardly, will carry the jaws 8 and 9 with it; and, in'1n1ediately,uion the initial creeping inovel'nent of the rall 4, the jaws 7 and 8 will lend to move toward each other, thereby firmly gripping the rail and preventing creeping thereof, and in creasing the gripping action of the jaws upon the rail with the increased pressure tending to cause the rail to creep.

The entire anticreeper is formed of a single piece of sheet metal from a suitable blank, the part 14 being bent and extended forwardly from the top of the bar 7, the part 15 being bent and extended downwardly from the forward end of the part 14, the parts 16 being bent and extended roan wardly from the top of the bar 7 and the parts 12 and 13 being bent and extended forwardly from positions above the bar 7. The narrow top edge of the bar 7 is arranged directly above the narrow bottom edge thereof, bringing the broad faces of the bar 7 and jaws 8 and 9 into vertical position, or substantially so, so that the strain and tension on the bar and its jaws will be in the directions of the broad faces of the parts,giving me the maximum strength for a given quantity of metal, and also permitting the bar 7 to be bowed or curveddransversely of its broad faces and longitudinally of the rail for the purpose hereinbefore described.

In Figs. 5 and 6 I have shown a modification in which the parts for holding the bar 7 spaced from the cross tie are made in a piece separate from thebar. In this modification, a tie engaging element 17 is employed having a vertical slot therein through which the bar 7 extends, the bar 7 having a notch 19 in the top thereof to receive the part of the element 17 over the slot 18. The walls of the slot 18 hold the element 17 and bar 7 in the proper relative positions longitudinally of the rail, and the walls of the notch 19 hold the element 17 and bar 7 in proper relative positions transversely of the rail.

It will be observed that in addition to the advantages hereinbefore described of my improved construction, it has the well recognized additional advantage of pressing the parts of the anticreeper against the rail by the action of a spring part so that the anticreeper may not work loose or shift its position upon the rail due to expansion and contraction of the rail and the parts of the. anticrceper and due to the arring of the rail by the passage of car Wheels th'ereover.

I claim:

'1. The combination with a railroad rail and a stationary part of a road bed, of an anticreeper comprisinga spring metal bar extending transversely beneath the rail and and a stationary part of a road bed, of an anticreeper comprising a spring metal bar extending transversely beneath the rail and having its ends extending above the plane of the bottom of the rail and forming jaws engaging the sides of the rail, said bar exertin pressure in the direction against which it is desired to prevent the rail from creeping and forcing said jaws toward each-other andagainst the rail in tending to assume a position from which it was sprung, and a part extending from said bar beneath a posi tion between the sides of the rail and en gagingsaid stationary part.

The combination with a railroad rail and a stationary part of 'a road bed, of an anticreeper cr mprising atiat, spring metal liar extending transversely beneath the rail and having its ends extending above the plane of the bottom of the rail and forming jaws engaging the sides of the rail, the broad faces of the bar extending between the narrow edges thereof being arranged substantially in. vertical position, said bar exerting pressure in' the direction of the length of the rail and forcing said jaws toward each other and against the rail in tending to assume a position from which it was sprung, said anticreeper having a part engaging said stationary part.

4. The combination with a railroad rail and a stationary part of a road bed, of an anticreeper comprising a flat, spring metal bar extending transversely beneaththe rail and having its ends extending above the the narrow edges thereof being arnanged substantially in vertical position, said bar exert ng pressure inthe dlrectlon against which it is desired to prevent the rail from creeping and forcing said jaws toward each other and against the rail in tending to as some a position fromwhich it was sprung, and a part extending from said bar beneath a positionbetween the sides of the rail and engaging said stat-ionarypar't.

5. The combination with a railroad rail and a stationary partof a road bed, of an 'anticreepe'rfcomprising a flat, spring metal bar extending transversely beneath the rail plane of the. bottom of the rail and having, its ends extending above the and form- 1 ing jaws engaging the sides of the rail, the broad faces of the bar extending between the narrow edges thereof be ng arranged substantially in vertical position, said bar exerting pressure in the direction of the length of the rail and forcing said \jaws to-- ward each other and against the rail in tending to assume a position from which it was sprung, and said bar having a bent portion extending therefrom in the direc tion of the length of the rail and engaging said stationary part. I

The combination with a railroad rail and a stationary part of a road bed, of an anticreeper comprising a flat, spring metal bar extending transversely beneath the rail and having its ends extending abovethe plane of the bottom of the rail and forming jaws engaging thesides of the railrthe broad faces of the bar extending between the narrow edges thereof being arranged substantially in vertical position, said bar exertingpressure in the direction against which it is desired to prevent the rail from creeping and forcing said jaws toward each other and against the rail in tending to assume a position from which it was sprung, and said bar having a bent portion extend-- ing therefrom beneath a position between the sides of the rail and in the direction of the length of the rail and engaging said stationary part.

7. The combination with a railroad rail bar extending transversely beneath the rail and having its ends extending above the plane of the bottom .of the rail and forming 1 jaws engaging the sides of the rail, the broad faces of the 'bar extending between the narrow edges thereof being arranged substantially in vertical position, said bar exerting pressure in the directionag'ainst which it is desired to prevent the rail from creeping and forcing said jaws toward each other and against therail in tending to assume a position from which itwas sprung,

and said bar having a part bent-andfem' tended therefrom beneath a posit-ion betweenthe sides of the rail in the direction of the length of the rail, and thenbent and extended downwardly and engagedwith said stationary part.

8. The combination with a railroad-rail and a stationary part of 'aroad'bed, .of an anticreeper comprising a spring. metal bar extending transversely beneath the rail and havingits ends extending above the plane of the bottom of the rail and forming jaws engaging the sides of the rail, said bar 'exert-ing, pressure in the direction of I the length of the-railand forcing said jaws "toward each other and against the rail in tending to assume a position from which it was sprung, and a projection extending from said bar and positioned to engage the bottom of the rail and prevent rocking of the bar, said anticreeper having a part engaging said stationary part. I

9. The combinatlon wlth a railroad rail and a stationary part of a road bed, of an anticreeper comprising a spring metal bar extending transversely beneath the rail and having its ends extending above the plane of the bottom of the rail and forming jaws engaging the sides'of the rail, said bar exerting pressure in the direction against which it is desired to prevent the rail fr'om creeping and forcing said jaws thward each other and against the rail in tending to assume a position from which it was sprung, a part extending from said bar beneath a position between the sides of the rail andengaging said stationary part, and a projection extending from said bar in' a direction opposite to the direction against which it is desired to prevent the rail from creeping and positioned to engage the bottom of the rail and prevent rocking of the bar. i

10. The combination with a railroad rail and a stationary part of a road bed, of an anticreeper comprising a flat, spring metal bar extending transversely beneath the rail and having its ends extending above the plane of the bottom of the rail and forming jaws engaging the sides of the rail, the broad faces of the bar'extending. between the narr'nv edges thereof being arranged sui'istantiallyin vertical position, said bar exerting pressure in the direction of the length of the rail and forcing said jawsitoward each other and against the rail in tending to assume a position from which it was sprung, said bar having a bent portion extending from the body thereof and positioned to engage the bottom of therail and prevent. rocking of the bar, said anticreeper having a part. engaging said stationary part.

ll. The combination with a railroad rail and a stationary part. of a road bed, of an ant-icree -mr comprising a fiat, spring metal bar'cxtelniing transversely beneath the rail and having its ends extending above the plane of thefl'loftmn of the rail and forming jaws ci'lgaging the sides of the rail, the broad faces of the bar extending between the narrow edges thereof beingnrranged substantially in vertical position, said bar exerting pressljlre in the direction against whichit is desiredto prevent-the rail from (creeping and forcing said jaws toward each other nnrlfl'lgamst the rail in 'tcmhng to assume a. position from which it. was sprung,

said bar having a bent portion extending from the body thereof in a direction opposite to the d rection against which t is desired to prevent the rail from creeping and positioned to engage the bottom of the rail and prevent rocking of the bar, and a part extending from said bar beneath aposition between the sides of the rail and engaging said stationary part.

12. The combination with a' railroad rail and a stationary part of a road bed, of an anticreeper comprising a flat, spring metal bar extending transversely beneath the rail and having its ends extending above the plane of the bottom of the rail and forming jaws engaging the sides of the rail, the broad faces of the bar extending between the narrow edges thereof being arranged substantially in vertical position, said bar' exerting pressure in the direction against which it is desired to prevent the rail from creeping and forcing said jaws toward each other and against the rail in tending to assli'ine a position from which it was sprung, and said bar having a partbent and extended therefrom beneath a position between the sides of the rail and in the direction of the length cf the rail and then bent and extended downwardly and engaged with said stationary part, and said bar having a bent portion extending from the body thereof in a direction opposite to the direction against whiclit is desired to prevent the rail from creeping and positioned to engage the bottom of the rail and prevent rocking of the bar.

13. The combination with a railroad rail having a base, and a stationary part of a road bed, of an anticreeper comprising a spring metal bar extending transversely beneath the rail and having its ends extending above the plane of the bottom of the rail and forming jaws extending over the rail base and engaging the edges thereof, said bar exerting pressure in the direction of the length ofthe rail and forcing said jaws toward each other and against the rail in tending to assume a position from which it was sprung, said antic-reeper having a partengaging said stationary part,said jaws permitting the anticreeper to be removed from the rail transversely thereof when said bar is sprung into an abnormal position.

1.4. The combination with a railroad rail having a base, and a stationary part of a road bed, of an anticreeper comprising, a spring metal bar extending transversely beneath the rail, a jaw on one end of said bar having a face engaging one edge of the rail base and a part extending over the rail base, a jaw on the other end of said bar having a fnceengaging the other edge of the rail base and a part. extending over the rail base, said bar exerting pressure in the direction of the length of the rail andforcing said jaws toward each other and against the rail i i-tending to assume a position froln'which it was sprung, the distal'lee-heiween the said i In tesbimol'ly whereof I u ffix my signature rail engaging face of one jaw and the part I m presence of two Witnesses.

' rai extending over the rail base ef the other jaw being greater than. the distance between the .dges- 0f the rail base when said bar is I sprul'lg ii lfe an abnormal position permit 1 Witnesses: 1 ting the ginticreeper t0 be removed. from the WM. HAmusoN SMITH,

I A. V. GRQUPE.

DAVID L, VAUGHAN. 

